woods



(No Model.) 2 Sheets-Sheet 1.

G. T. WOODS.

ELEGTRO MOTIVE RAILWAY! No. 385,034. Patented June 26, 1888.

N. PETERS, Phblo lilhogmpher. Washington, D. c.

(No Model.) 2 Sheets-Sheet 2,

G. TFWOODS.

ELEGTRO MOTIVB RAILWAY.

No. 385,034. Patented June 26,1888.

N. ruins, Fhwunw mr, Walhingtun. 0.11

GRANVILLE T. WVOODS, OF CINCINNATI, OHIO, ASSIGNOR TO THE \VOODSELECTRIC COMPANY, OF SAME PLACE.

(SPECIFICATION forming part of Letters Patent No. 385,034, dated June26, 1888.

(No model.)

To all whom it may concern:

Be it known that I, GRANV1LLE T.WooDs, a citizen of the United States,residing at Cincinnati, Ohio, have invented new and useful Improvementsin Electro-Motive Railways, of which the following is a specification.

My invention relates to electrical railways, and embodies improvementsin the system of construction and mode of operation, as set forth in thefollowing specification and claims.

In the drawings accompanying and forming part of this specification,Figure 1 is a diagram plan view showing the arrangement of conductors inits simplest form for operating locomotives in series; Fig. 2, a plandiagram showing the arrangement of conductors preferred for actual use;Fig. 3, a diagram showing the arrangement of independent conduct ors forside tracks in connection with a main line; Fig. 4, a diagram of mainline and two side-track systems, with switches, generators, automaticshunts, ears, and an auxiliary sys tem of lighting by means of themotor-current. Fig. 5 is a vertical cross-section of theconductor-conduit, showing the conductors in po sition and the shuntapparatus attached; Fig. 6, an enlarged detail section of the conductorand elevation of its supporting-bracket; Fig. 7, a plan of the shunt,showing its magnet and armature coniactsj Referring now to thedrawings,A B are two metallic conductors constituting independent partsor branches of a single outgoing conductor, which as a whole iscontinuous and unbroken throughout the line. These are preferablyarranged in a suitable conduit beneath thesurface of the roadway,supported on brackets, and formed as hereinafter more fully described, to enable a brush or system of brushes attached to the car tomaintain asliding contact therewith as the car moves upon the track.They may, however, be arranged overhead or at the side of the track,aboveground, eitherin or out of a covering-tube. C designates acurrent-generator, and D a return-conductor, united with the terminalsof both branches or the main conductor and con1- pleting a metalliccircuit for the distribution of the motive power along the line.

Referring now to Fig. 1 for purposes of preliminary explanation, theline of railway is dividedinto blocks ofany convenient length,(indicated by the numbers 1, 2,73, &c., in the drawings.) The outgoingconductoris divided into two parallel branches, (designated generally bytheletters A B, )and further divided into sections corresponding withthe blocks of the system, and each section of the conductor is numberedto indicate the block to which it belongs-thus, A A B B", &c. The sameuse of the numbers is made to localize the other parts hereinafterdescribed.

The letter used without an indicating-number will be understood todesignate a part or element in reference to its general function merely,without reference to its place in the blocks.

At thebeginning of each block is arranged a transverse contact-switch, EE E, &c., extending from A to B, A to 13 ,850., held normally closed bya retractile spring, but thrown open by an electro-magnet, m m" m'flwhenthe latter is temporarily energized. The magnet is in a shortnormally-open circuit composed of a section, as A B A 850., of theoutgoing conductor and a short auxiliary conductor, a b a &c., a portionof which is laid parallel with the said section of the main conductor insuch relation that the contact-brush of the 10- comotive, while on agiven block and during its travel thereon, will close the magnebcircuitin a shunt loop with the main conductor to hold the transverse switch Eopen while the locomotive is on said block Alternating in the successiveblocks in each branch of the conductor A B a resistance, 0- r", 850., isinterposed just at the generator side of each transverse switch E-thatis, in the conducting-line from the source of electrical energy to saidswitch.

Supposing no locomotive to be on the line, Fig. 1, the circuit from thegenerator 0 is traced as follows: From generator C the cur rent on lineA divides. The greater portion, following the line of least resistance,passes by switch E, line B, switch E line A switch E",

line B and back by returneonductor D to gen of the outgoing conductor,but in unequal quantity upon the corresponding sections of each block.Thus while a relatively great quantity is flowing on B' a relativelysmall quantity flows upon A, because of the resistance r, interposed atthe end of the block between A and A and similarly as to the succeedingblocks.

It may now be explained that my system of propulsion contemplates atraveling brush contact upon the two branches A B of the outgoingconductor, connecting them at corresponding points through the motorapparatus, and depending upon the unequal pressure or potential betweenthe branch conductors at said points and the tendency of the currenttoward an equilibrium of electro-motive'force on both. Supposing, now, alocomotive to be traversing block 1, its contact-brushes would completethe magnet-circuit a, energize the magnet m by a small shunted portionof the current, and open the switch E. The entire current would now flowupon the branch A, and the traveling motor-brush would become a movingsubstitute for the switch E and conduct the excess of current over tothe branch B, a limited portion continuing on through resistance r. Whenthe locomotive passes from block 1 to block 2, the brush leaves theauxiliary conductor a, thus opening the magnet-circuit, and the switch Ecloses. The main current there flows upon B, and as the brush passesupon the auxiliary conductor b the switch E opens, the brush-contacts ofthe locomotive transfer the excess of. current over to branch A and soon throughout the line. It will be seen that in this case the directionof flow through the locomotive is reversed at each successive block,which would reverse 'the direction of the propelling apparatus unlessthe same were provided with a suitable switch acting in unison with suchreversal to counteract such tendency. I do not herein show or describesuch switch, as many forms of such apparatus are known to and in useamong electricians and may be used here.

While the construction referred to is practicable and illustrates tosome extent the fundamental principles of my invention, I have adoptedas a preferred form of construction that illustrated in Fig. 2 et seq.In these illustrations I have preserved the same system In Fig. 2 thesystem of conductors is shown The as arranged between the track-rails R,such location presu pposin g the conductors to be laid in a sub-surfacetunnel or conduit, which will be described more fully later inconnection with other mechanical and constructive features. Continuingnow thedescription ofthe electrical system employed, Fig. 3 representsthe mode of operating abranch line orswitch upon which an independentmotive power is desired. such case the same system of outgoingconductors is used, theelements of which are indicated in the drawingsby the same letters used double. Thus A A and B B are the two side-trackbranches of the main conductor, the side track being divided, ifnecessary, into blocks in the same manner as the main line,anddesignated by numerals indicatingthe blocks in the same manner-thus, A AB B, 850. The junction being, for example, near the outer end of block 2of the main line, the side-track conductors A A B B start atcorresponding points adjacent to the main conductors A B", so that thelocomotive-brushes in leaving the main line at once engage with theconductors of the side track and open the first transverse switch E E byclosing thelocal magnet-circuit a a. The outer terminals of theside-track conductors are electrically connected by line 0 with theindependent generator 0 O, and the latter by line 0, through aswitch, S,with the branch conductors A of main line. The inner terminals of theside'track conductors are electrically connected by line d, through theswitch S, with the branch B of the main line, the usual connectionbetween B and A being severed. The switch S is preferably a doubleplug-switch, consisting of two outer segments of conducting materialseparated by an interposed filling of insulating material.

When turned in the position indicated in Fig. 3, the electricalconnections are as just described-that is, the circuit upon the sidetrack line is from main-line branch conductor A, line 0', generator 0 0,line a, side-track branches A A B B, (and their switch-connections,)lines at, and switch S to main branch conductor B". In this case theelectro-motive force of both generators is combined upon both the mainandside track lines, which are brought intoonegeneral circuit,ofwhichthelineDisthe return-conductor; but by turning the switch S allelectrical connections between the main line and the side track are cutoff and the lines 0' d connected at each side of the switch S, thusrestoring the main-line circuit to its independent operative condition,the connection B A being now formed through the switch S. The side-trackcircuit is also rendered independently operative by the connection d Sc, forming a return-conductor.

The side-track system thus described, embodying an auxiliary generator,may be useful in many cases where a side track or branch road of somelength is to be operated, or where for any special reason-such, as heavygradients it is desirable to employ the larger amount of electro-motiveforce realized by combining an additional generator with the mainsystem. For the ordinary side-track purposes such additional generatorwill not be required, in which case it may be omitted, and thearrangement otherwise will be such as already described and as indicatedin Fig. 4, which figure is a diagram of the entire system, in eludingboth systems of side-track connections, together with certain otherfeatures, which I will now describe. In this figure are shown fourblocks of the main'track conducting sys tem, with locomotives M M inposition upon two of them, with their brushes a a bridging andcompleting the circuit between conductors A B. The mode of operation bywhich'the motor force is transmitted to the locomotives has been alreadysufficiently explained, and it will be obvious that so long as but onelocomotive occupies a block it receives the full effect of theequalizing tendency ofthe transmitted current, and thus locomotivesoccupying different sections of the conductor will be connected inseries.

Lamps may be interposed in the outgoing conductor, as at L, or in thereturn-conductor, as at L or a lamp, L, for temporary signal purposes,may be broughtinto circuit by a local shunt-loop, Z, constructed andenergized in the same manner as the magnet-loops a b, &c., alreadydescribed.

Having now described the salient features of the system as a whole,reference maybe made to certain minor features of importauccaffectingthe details of operation. Thus the branch conductors A B and the localmagnet-circuit conductors to I), 810., are so arranged that the brushesan b'rcalc the magnet circuit before passing from the section or block,thus allowing its switch E to close while the brushes a n are still incontact with conductors AB of the given block, whatever he the directionof loco motion. This arrangement prevents the sparking and burning outof the contacts of the switches. Again, the block-junctions are arrangedso that the locomotor has no electrical connection with the conductorswhile passing over junctions. The electrical connection betweenconductors and motors is, therefore, not constant, and shortcircuitingis thereby avoid ed. The advantage gained by having the con ductorscontinuous and unbroken is that if any ofthe circuits upon thelocomotives should by accident fail or become broken no sparking canoccur, as the main current has an unbroken outlet to follow while theactive shunts are closin The shunt-circuits, it will be observed, arenot placed in the main circuit, but form a temporary loop-connectionwith the same. Therefore the operation of the shunts does not break themain circuit at all.

Lamps may be arranged, in the manner and in the position shown, in thereturn-conductor or at thejunction of blocks.

Lamp L is incandescent, and its temporary shunt-circuit may also operatea bell-signalas, for example, in crossing bridges or avenues.

Referring,now,to the features of mechanical construction, the conductorsand conduit are preferably formed and arranged as follows: The conduitF, Fig. 5, is composed of wood or other suitable material, preferablyplaced in the ground between the track-rails It. It may be made of twoseparate strips, 6 e, grooved and bolted together to form a tunnel-Wayopening by a continuous narrow slot through the surface of the roadway.The opposite sides, edges, and top of the slotway are faced with ironsuitably secured and placed at such an elevation and inclination as toshed water away from the slot; The inner roof of the tun nel proper isformed, as shown, with overhanging projectionsff, to shed waterapproximately in the central vertical plane of the slot, and the bottomof the tunnel is suitably formed and provided to conduct to the propersewerconnections any water penetrating into the tunnel. The overhangingroof-sidesf of the tunnel afford shelter for the conductors A B, whichare supported upon brackets. g at the sides of the tunnel.

The preferred cross-sectional form of the conductor is indicated in Fig.6. They consist of strips of conducting material (preferably copper) ofinverted-U section insulated upon their supports 9. The magnet or shuntcircuit conductors a b &c., may consist of or dinary rectangularsectioned strips secured at the side of the main conductor, separated byan insulating-strip, h, therefrom, as shown.

The preferred form and arrangement of the shunt magnets and connectionsare indicated in Fig. 7. The magnet m is of ordinary construction; butits armature i is provided with a fiuger,j, forming a sliding contactwith a corresponding finger,j, of the contact-piece k,

and is normally held in electrical contact by its retractible spring 8.This form of contact produces a rubbing friction at each action, whichassists in preserving a perfect electrical contact, improving by use.The magnet and its connected parts are mounted in a suitable box orcasing, preferably of glass or otherinsulatiug material, and the wholeinclosed in a protectingcasing, G, attached to the side 0 the tunnel, asshown in Fig. 5.

The conductors being used in sections separated byresistance-connections at points of non-contact with the motor-brushes,provision for the lineal expansion and contraction may be made at suchpoints. If required at intermediate points, rabbeted expansion jointsmay be used.

The returning conductor is located within the conduit, preferably nearthe bottom, as shown in Fig. 5, and receives the benefit of any moisturecontained therein. I have not described herein the construction andarrangement of the locomotive, as various construetions are known andused which are adapted for operation upon the railway herein described.It may be mentioned, however, as a general constructive condition formotors adapted to operate upon my improved railway, that they must beprovided with a'traveling contact brush acting upon and preservingelectrical connection with the outgoing conductors and shunts, andderive their propulsive force from the current transmitted from branch Ato branch B of the conductor, there being several known constructionsanswering these conditions.

I claim as new and of my invention- 1. The combinatiomin an electricrailway, of an outgoing and incoming conductor constituting a closedmetallic circuit, the outgoing conductor being divided into two branchesand having resistances interposed in opposite branches at successiveintervals, normallyclosed switches connecting said branches at thegenerator side of said resistances, adapted to be opened automaticallyby the passage of the motor-contacts, and locomotives forming travelingcontact-bridges between the two branches of the outgoing conductor inthe intervals of such resistances, and operated by the excess of currentpassing from the branch of greater to the branch of lesser resistance,substantially as set forth.

2. In an electro-motive railway, a closed metallic circuit, the outgoingportion of which consists of two continuous parallel branches insections or blocks having resistances interposed in opposite branches atsuccessive block-junctions, and a normally-closed switch connectingopposite branches at the beginning of each block, in combination withlocomotives forming traveling contact-bridges between said branches, andmeans, substantially as described, for causing the locomotive contactsto open said switches automatically in succession, thereby alternatingthe resistances of the branches and shunting the excess of current fromone to the other, substantially as and for the purpose set forth.

3. The combination, in an elcctro-motive railway, of a double outgoingconductingtpath in parallel branches of the same polarity, but ofunequal resistances, arranged in successive blocks, and electric motorshaving traveling contacts electrically bridging said branches and inseries with each other upon successive blocks, and normallyclosedswitches connecting the branches at the generator side of saidresistances, adapted to be automatically opened by the passage of themotor-contacts, substantially asset forth.

4. The combination, in an electro-motive railway, of an outgoingconducting-path composed of two parallel branches having resistancesinterposed alternately at predetermined intervals in said branches, withelectricallyoperative normally-closed switches controlled by magnetsconnecting said branches in the intervals between said resistances, saidswitches being in normally-open loop-circuits formed in each case by oneof said branches, and a third independent conductor adjacent to andparallel therewith, and adapted to be closed by an extension of thelocomotive traveling contact bridging between said third conductor andits adjacent branch of the main conductor, substantially as set forth.

5. In an electro-motive railway, a double outgoing electricalconducting-path of the same polarity divided into blocks ofpredetermined lcngth, the respective branches of said conductor crossingeach other at the junctions of successive blocks, so as to be out ofcontact with the motor-brushes, and provided alternately with highresistances at said crossings, and normally-closed switches controlledby the motor-contacts connecting the opposite branches, substantially asset forth.

6. The combination, in an electric railway, of a conductor-conduitconstructed and arranged as described, two parallel outgoingconductor-branches secured therein in sheltered positions beneath theoverhanging roof sides, and a return-conductor arranged at or near thebottom of the conduit, substantially as set fort-h.

7. The combination, in an electric railway, of the motorsupporting railsand an openslotted conduit parallel therewith upon or in the roadway,two bared parallel conductors within said conduit, adapted to maintainsliding contact with the traveling motor-brushes, said conductors beinginsulated from each other and from other conductors (such asreturn-conductors) and the conduit and carrying electric currents in thesame direction, and

a third conductor within said conduit arranged as a common return tocomplete a con tinuous metallic circuit with the .first-mentionedconductors, substantially as set forth.

8. In an electro-motive railway, in combination with the two branches ofa divided currentconductor, a connecting-shunt and a magnet foroperating the same in a normally-open loop-circuit with one of saidbranches, a portion of which said loop-circuit is formed by a conductorlaid parallel with said main conductor'branch, so as to be temporarilyclosed by the traveling contact-brush of the electromotor, substantiallyas set forth.

9. In combination with an electro-motive railway such as described, aconnecting-rail way or side track having an electrical conducting-pathconstructed and arranged in the same man ner---that is to say, with anoutgoing conductor divided into two parallel continuous branches of thesame polarity and a return conductor, said outgoing and return conductorbeing looped into one branch of the outgoing .conductor of the mainline, substantially as set forth.

-10. In combination with an electro-mot-ive railway having an outgoingconducting-path in two parallel continuous branches of the same polarityand arranged in successive blocks, as described,wherebylocomotives upona block are in series with those of another block, a side track orconnecting-railway having a similarly-arranged conducting-path and ZOOlocomotives upon one of its blocks in series with those upon otherblocks, substantially as set forth.

11. In combination with an eleetro-motive railway having an outgoingconducting-path in two parallel continuous branches of the samepolarity, arranged in successive b1ocks,as described, wherebylocomotives upon a block are inseries with those of another block, aside track or connecting-railway electrically connected with the mainline by means of a switch and similarly arranged, whereby electricmotors upon the several blocks of the side track are in series withthose upon other blocks of the same and with those of the main line,substantially as set forth.

12. In combination with an electric railway having an outgoingconducting-path composed of two members of the same polarity, a sidetrack or branch looped into said main outgoing conductor, one side ofsaidloop being the branch outgoing conductor and the other or returnside of said loop being composed of two parallel branches of unequal resistances, and motors on said side track provided with brushes bridgingsaid return branches of the loop, substantially as set forth.

13. An electric railway having a conducting-path such as described,combined with a side track or branch railway having a conduetingpathlooped in the main outgoing conductor, an independent generatorinterposed in the outgoing side of said loop, and a double or two-wayswitch, arranged substantially as and for the purpose set forth.

In testimony whereof I have hereunto set my hand in the presence of twosubscribing witnesses.

GRANVILLE '1. \VOODS.

\Vitnesses: i

L. M. Hosea, E. L. KERR.

